Automatic signal and control for railways.



atene Feb. 23, w15.

2 SHEETS'SHEET l.

APPL'IGATION PLED MAB.. 20, 1913.

C. L. POOL.

AUTOMATIO SIGNAL AND CONTROL POR RAILWAYS.

APPLICATION FILED MAXLZG, 1913.

` Patented Feb. 23, 1915.

2 SHEETS-SHEET 2.

q n UOM/Coz my@ Z1. Pav

CARL lll..l POOL, 0F SHERMAN,TEXAS.

I AUTOMATIC SIG-NAL AND CONTROL FOR RAILWAYS.

Specification of Letters Patent.

Patented Feb. 23, 1915.

Application filed March 20, 1913. Serial No. 755,685.

To all whom it may concern.'

Be it known that I, CARL L. Poor.. of Sherman, in the county of Grayson and State of Texas, have invented certain new ,and useful Improvements in Automatic Signals and Control for Railways; and I do hereby declare the following to be a full. clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same. l

rl`his invention relates to means for automatically arresting the travel of a locomotive or train in the event of failure of a clear track.

The primary object of this invention is to provide improved automatically-controlled signals within thecab of a locomotive for indicating to the engineer the condition of the track, whether clear or obstructed, and also when the speed-reducing means has been automatically operated. I

A further object is to provide means whereby the danger signal will be constantly operated if the train continues to travel over an obstructed track, and likewise wherein the clear signal will be continuously operated when traveling over an unobstructed track.

In the accompanying drawings, Figure 1 is a diagrammatic view of one form of eniloodiment of my invention. Fig. 2 isa diagrammatic view of a track showing an electrically-connected block or section. vFig. 3 shows the general outline of a locomotive equipped with my present improvements, the wiring being omitted.

Referring to he drawings, Fig. 2, 1 designates a block or section of a railway track, which block is shown as comprising a n closed electrical circuit 2 of known construction and arrangement, and having a circuitcloser in the'l'crm of a relay magnet, 3, between tlie track rails and a third rail or ramp l paralleling the track rails, there being one such third rail or ramp connected to the circuit at each end of the block or section. These third rails are placed at suit-v able intervals along the track or wherever it is desired to obtain the desired signals and elect the automatic stopping of the train. On the locomotive I arrange tw'o sets of signals, one set being utilized when. there is a clear track, and the other set when the track is obstructed. Each set of signals is preferably composed of two members, one constant and the other intermittent in operation. I preferably use, for each set, two incandescent lamps, one being constantly. lighted, and the other intermittently lighted. Following the usual custom, a clear track is indicated by greenilights, and an obstructed track by red lights. ln the drawings the continuous clear trac-k light is indicated by a lamp at 5,

4and the intermittent clear track light by a lamp at 6, while the continuous danger light is indicated bv a lamp at 7, and the intermitteilt danger light by a lamp at 8.

On the locomotive is mounted a brush or contact 9, which is shown in the form of a roller on a vertically-movable sliding mem ber. In vert-ical alinement with this sliding member is the armature 10 of a relay magnet 12. l have shown this armature as having a skt through which a pivot pin 14 projects. The contact is designed to engage with and be moved vertically by the rise in the third rail el, and when free of said third rail the contact is returned to its normal position by gravity or springs, it' desired. At its upper end armature 10 engages the handle-ot' a control-valve 15 in the air line, tie positions of the valve handle being indicated in Figfl. t is 'moved to l service position, to apply the brakes, when armature 1G is moved vertically by the upward movement of brush or contact 9.

vVhen the train is runninT the handle ofV an air-control valve 16 is caused to engage a contact to complete the connection between electromagnet l2 and the battery or generator l?. When brush or contact 9 is in its normal lowered position a closed circuit will be maintained through a terminal 1S carried thereby but insulated therefrom engaging a second terminal 19 on the car, the circuit when closed energizing a magnet E20 and holding its armature awayfrom a contact 21 in the lamp circuit. The terminal 18 is connected by conductor l? to lead 1/ of the generatcr 17, and the terminal 19 is connected to the other lead a: through conductors c and d, the latter being in circuit with car wheels 22. liv/hen the contact@ is raised by a third rail 'and the circuit is broken through contacts 18 and .19, magnet 20 will be 'denergized, and its armature being released will close` the signal circuit at contact 21, allowing the intermittent danger signal to be operated in the event that the third rail 4is not electrified. -Ordinax'ily, when ,there s'alear track, the clement conthe generator is grounded. At the time the circuit through third rail is completed the current is shunted through conductor e to a relay magnet 26 which being energized attracts armature 27 and closes the signal circuit through contact 28 to the intermittently-operated clear signal light 6, indi-A cating to the engineer a clear roadway. The signal 6 continues to be displayed only as l-ong as contact 9 is in engagement with the ductors 7c 7a to continuous danger signal 7.

electrified-third rail, and the circuit through magnets 12 and 26 is broken as soon as the contact 9 leaves the third rail. When these magnets are denergized their armatures will resume their normal positions, the armature 27 then engaging a contact 29. When the track is clear and magnets 12 and.26 are energized, as above described, the current is also. shunted through branch conductor@2 to magnet 32, which is connected by conductor hto the generator. The magnet 32 when energized attracts an' armature 33 connected to conductor -h and holds it as long'as c'cntact 9 is in engagement with they third rail. Vhen so attracted said armature Will engage a contact 34' and through conductor will close the circuit through the continuous clear` track signal 5, the said signal being connected by cunductor i to branch conductor d, and at the same time the current is shunted through control-mag net 37 by conductor y', and this control-inagvnet, whichis in close juxtaposition to magnet 32,'ccntinues to hold armature in engagement with contact 3l' even after the magnet -32 is denergized, Which Vlatter occurs when contact 9 leaves Athel third rail. The circuit'yvill Vcontinue to remain closed throughl clear, track signal 5 until it is broken through-magnet 37, and when this lmagnet is denergized armature 33 will lclose the circuit through contact 35, the con- The dee'ne'rgizing of magnet 37 is effected by the energizing-of a relay magnet 39, which acts -only/ when intermittent danger signal 8y is displayed, and the energizing of tlie relay magnet 39 Will occur When the circuit is closed at 21 consequent upon thel separation of contacts 18 and 19 and the failure to close circuit through contact.

9 andi the track.4 Vhen contact 9 engages lthe steam cr source or" power.

rail 4, and at the same time the circuit throughfrelay magnet 3 is closed, the relay magnet 26 will be energized and attract armature 27 to break the circuit through contact29, and as this occurs just before contacts 18 and 19 become disengaged, the

intermittent danger signal 8 is not displayed, the circuit thereto having been broken at 29. But if the circuit through relay magnet 3 is opened Athe circuit to relay magnet 26 will nct be clsed, and When the circuit is closed through contact 21, by

the separation of contacts 18 and 19, cir- .Z and o vare connected to the armature of magnet 20, While the conductor m is conv nected by conductor n to contact 29. Whep relay magnet 39 is energized'it attracts armature 45 thereby 'breaking the circuit through conductor y', and magnet 37, alloW- Y i ing the circuit tobe closed through conductor lo, and continuous danger signal 7 when armature 33 engages contact 35. Normally the circuit is closed through conductor z' by armature .33 being in engagement with contact 34 and the clear signal 5 remains constantly-Visible. When a third rail is encountered, and danger ahead has caused the circuit thereto to be broken through the denergization of magnet 3,A

magnet 12 Will not be energized, and in consequence armature 10 will remain in the path of and be engaged by the vertically movable contact 9, and upon being moved upwardly thereby will actuate valve 15 to eiiect the release of the-air pressure .in the train line and thereby cause the application of the brakes. struction of the means employed for releas- The particular con' ing the air pressure may be Widely varied,

and in connection therewith there may be employed means for automatically cutting off the steam simultaneously With the applicaticn of the brakes. I have thought it necessary to vonly indicate in a conventional .way the air valves in the air line, .und a.

connection between the latter and a cylinder 41, wherein when the air pressure is released, ccncurrently with the application of the brakes, a compression spring 42 Will act cna piston 43 to effect the cutting off of W'hen the track circuit is broken through relay magnet 3 magnets 12, 26 and-32, which are connected in multiple, will not be energized when contact 9 engages rail 4. The magnet 26 not being energized, the armature conductor circuit through contact 35, the conductor cto continuous danger signal 7 Which latter continues to be displayed until a clear block or section is reached, 'whereupon relay niagnet 82 will be again energized and the cir cuit broken through contact 35, thereby cutting out the continuous danger light 7, and restablishing the circuit through contants 34 to throw in the continuous clean track signal 5. It Will be understood, of course, that When this occurs magnets i2 and 26 as Well as magnet 32 are energized,

thereby preventing the application or', the

brakes, and causing the temporary operation of the intermittent clear-track signal 6.

The -circuit to operate the relay magnet 26 for clear track may be thus traced trom generator 17, lead a7, conductor d, carvvheels 22, track, circuit closer 3, rainp rail 4, contact 9, conductor c, relay magnet 26, branch conductor e to lead y. rlhe circuit including the intermittent clear track sig- .nal 6 is branch conductor rZ extending Jfrom i ad armature 27, contact 28, conductor g, "mp 6, conductor g and branch conductor to lead gf. The circuit in which .the conf `rol magnet l2 is located includes conductor trom lead y, handle of valve i6, conductor lf and conductor e. contact- 9, ramp ra I 4, track, and Wheels, and conductor d to The circuit to magnet includes Z from lead te, track connect-ion, ramp rail 4, contact 9, conductor e, branch conductor c2, magnet32; and conductor it to lead y. The circuit to continuous signal includes conductor from lead i, armature 38, contact 34, conductor t', lighty 5, conductor t", and branch al to lead fc. The circuit to control magnet 37 includes conductor y', from conductor d of lead :3, .armature 45, magnet 37, conductor z', contact 84, armature 33, and conductor L to lead y. The circuit for the intermittent danger signal 8 includes conductor from lead y, branch conductor contact 2l, the armature oi magnet 20, conductor o, lamp 8, conductors ca and n, Contact 29, armature 2?, and branch conductor d to lead m. The circuit including relay magnet 39 may thus .be traced':-conductors Z, 5 from lead y, contact 2l, armature of relay 20, conductor Z, relay 39, conductors m, n, contact 29, armature 27, conductor d to lead ai. The

circuit to the continuous danger signal 7 includes conductor z romlead y, armature 33, Contact 85, conductor Z5, lamp 7, conductors 7c' and a", andbranch d to lead w. The circuit embracing the contacts 18 and 1 9 includes conductor Zi from lead y and conductor c through' relay magnet 20 and conductor d to lead w.

At any suitable point on the locomotive I locate a suitable governor 46, of any desired or preferred forni of construction, and which is designed to be operated according to the speed of the engine, and preferably b v-belting or gearing driven by the engine Wheels. To the vertically movable controlling rod 47 of the governor l connect a cross bar 55 which extends over a support 55a and carries a series of contact points which are designed toseverally engage contactbars 56, 57 and 58, which bars are of different lengths, and as the' speed of the ve hicle varies the contacts carried by thecross bar will more back and forth over the contact bars 56, 57 and 58. These several fixed contact-bars are electrically connected, or designed so to loe,- through their respectivecontacts'fl, 60, and 6l, being engaged by armatures 62, 68 and -64 so mounted on the locomotive that depending portions thereof' may engage with suitable projections between the track rails. The engagement of these armatures with their respective projections brings them into the magnetic field of magnets 68, 69 and 70 which are normally energized, being included Within a closed circuit, and upon an armature being drawn against its respective magnet it will close the circuit through its respective contact 59, 60 or 6l. The several projections t are propr :ly positioned in the roadway to respectively' etlect the actuation of a predeteri ined armature according to the speed of travel to which it is desired to reduce the train. rihese projections may be of any desired form of construction, and. may 'be capable of being readily applied to the sleepers along the track Wherever or Whenever it is desired to automatically control or reduce the speed. `When the latter beyond the predetermined point, or the point sought to be maintained at any particular location, the speed of the governor will have ing bar down over one or all of the fixed contact-bars, and when any one ot' the armatures kis caused to engage its respective contact, a magnet 7l in circuit with the contact carrier 55 will be armatureto disengage contact '72 so as to break the circuit through magnet 78. l/Vhen the circuit is so broken through magnet 73 the armature 74 thereof Will be drawn away from the magnet by a spring 75, thereby eitecting the actuation of an air valve 7 6 iii the air line, said armature constituting or being connected to the' handle of said air valve, whereupon the action before described of applying thetbrakes land cutting ott the moved the contact carrvi energized, causing its A steam supply will be repeated. s soon 'as the train has reduced its speed to or belen7 the predetermined point the circuit is broken through the contact bar 55 being moved upwardly, consequent upon the decreased speed of the governor, and when the circuit is so broken, magnet 7l is denergiaed and its armature rengages contact 7:2, thereby closing the circuit through magnet T3, which acting upon armature 74 closes the air line, releasing the brakes and applying pressure on the steam controlling piston 43. The release of any one of the armatures 62, 63 and 64 frcmits respective magnet and contact is automatically elected by the. energization of relay magnet 78, which breaks the -circuit through the magnets of said armatures While contact 9 is in engagement with the third rail.A T his is occasioned by the opening of the circuit between contacts 18 and 19, and allowing it to be closed at contact 2l through the denergizing of magnet Q0. The several magnets 68, 69 and 70 are again energized as soon as the third rail has been passed. I have shown the armatures ot these magnets in a conventional Way, for purposes ot illustration, but it is manifest that they may be differently arranged, and means diderent from that shown may be employed for effecting their movement. ?rete rably these armatures are in parallel planes and suitably spaced apart tocorre spend to the relative positions of theobstructicns by which they are'de'signed to he operated. Aside from the permanently located obstructions tor operating the arma tures for automatically controlling the speed, temporary obstructions may he positioned at any desired point. When the speed of the vehicle has been reduced to a predetermined rate, -the governor-controlled bar 55, Will close the-circuit through a contact 82, mounted on support 55a. That portion of bar 55 upon Whichthe Contact 8l is mounted is insulated from the remaining portion of the bar, andA the `formerv is connected by a separate Wire (not shown) to the opposite pole of the generator. The operator having placed the brakes in service position by turning the handle oi valve 16 so that circuit will he closed between relay magnet l2 and' contact 82a, armature l0 will be drawn from the path of contact 9 and prevent the automatic stopping of the train by the engagement ot the Contact with a third rail while the train is traveling at the reduced speed.

At 85 I have indicated a shunt relay which will be energized and close the circuit,through contact 8G as long as the train continues to run with the permanent danger signal 7 in circuit. -When the circuit is closed through contact 8G contact bar 56 remains in circuit the same as if contact 59 'thereof Were engaged by armature 62. This a contact 81, carried by prevents the vehicle from exceeding the predetermined speed as long as it continues tc The electric connectionsl may be madeV through track switches, so that the latter will have to be closed before the circuit is closed, thereby preventing trains from running through open switches. My present invention may also be employed at railwayv crossings and arranged to prevent tivo trains from reaching a 'crossing at the same time. Vllhe' advantages of my invention will he appreciated by those skilled in the art. lt will he observed that `when a train reaches a block or section which has become short circuited by the presence ot another train trav the brakes'ivill be automaticallyv applied and the train brought to a stop by the cutting ed ot the steam supply. l3nt independently ot the stopping of the train, and what is of almost equal importance, the engineer is constantly reminded of the condition ,of the traen by the signals both continuous and intermittent. As long as he is runnin-g over a clear track, lamp 5- Will remain lighted,

and light 6 will be intermittently lighted each time the contactvot the locomotive engages third rail which is in circuit 4with the main raile But the moment such contact engages a third rail which is not in circuit ivith the main rail the continuous clear track light .5 will be extinguished and the tivo danger signals 7 and 8 will be lighted, signal 8 only while contact 9 remains in engagement with the third rail, but the continuous danger signal will remain lighted until the contact 9 againvcloses a circuit through a third rail. lf contact 9 is destroyed or torn from the car the' danger signal will be immediately lighted'.

l claim as my invention:

l. In an automatic signal, the combination vvith a railway track having blocks or sections, and third rails adjacent to said blocks or sections, of a car having tivo, separate sets of signals, eachset comprising a continuous signal and an intermittentlyv operated signal, separate operating means for the signal of each set, means carried bv the car for en, gaging said third rails, means for actuating the operating means of one set ot signals when said engaging means is in contact with the third rail, and means for retaining the continuous signal of such set in operation after said engaging means disengagcs such third rail. y

2. ln an automatic signal. the combination with a railway track having blocltsvor sections, and third rails electrically-connccted to said blocks or sections; ot a'car having two separate sets of electrically-operated sig- Lil Iials, each set comprising a continuous signal and an intermittently-operated signal, separate circuits for the signals of each set, means carried by the car for engaging said third rails, a source of electric energy connected to said engaging means, means for closing the circuits to one set of signals when said engaging means is in contact with a third rail, and means for retaining the continuous signal oi such set in circuit after said engaging means disengages such third rail. l

3. In an automatic signal, the combination with a railway track having blocks orl sections, and third rails electrically-connected to said blocks or sections, oit' a car having two separate sets of electrically-operated signals, each set comprising a continuous signal and an intermittently-operated signal, separate circuits for the signals of each set, means carried by the car for engaging said third rails, a source of electric energy connected to said engaging means, means for maintaining the circuit closed tothe continuous signal of one set of signals or the other, according as a block is clear or obstructed between third rails, and means for temporarily closing the circuit to the other signal vof such set while said engaging means is in contact with a third rail.

4. In an automatic signal, the combination with a railway track iaving blocks or sections, and third rails electrically-connected to said blocks or sections, of a car having safety stopping means, a vertically-movable Contact carried by the car and designed to engage thetliird rails, an element capable of being engaged by said Contact to actuate said stopping means. an electric circuit comprising a magnet which when energized will move said element out of the path of said brush, two signals also carried by the carv and capable of being energized, one at a time, and a relay magnet for controlling the circuits to said signals, both said magnets being energized when said contact is in elec l tric engagement with a third rail, thereby moving said element out of the path .of the contact and operating one of said signals, the other of said signals and said element 'being operated when the contact'engages but is not energized by a third rail.

.. 5. ln an automatic signal,thecombination vwith a railway track havingbloclrs or sections, and third rails electrically-connected to said blocks or sections,-'of a car having two sets of signals, each set comprising two. elements, an' electric circuit, a relayvsmag` netfor temporarily controlling the current toy one element of each set of signals, a second relay magnet for continuously controlling the current 'to the other element ofv i each set ot signals, and a third relay mage for dee'nergizing the second magnet and shiintine the current from one continuously j controlledsignal element to the other when the first-mentioned magnet is not'energized.

6. ln an automatic signal, the combination with a railway track having blocks or sections, and third rails electrical y-connected to said blocks or sections, of a. car having safety stopping means, a verticallymovable contact carried by the car and designed to engage the third rails, an element capable of being engaged by said contact to actuate said stopping means, an electric circuit comprising a magnet which when energized will move said element out oit the path of said Contact, two sets of signals, each set comprising two elements, a relay magnet for temporarily controlling the currentto one element oi each set of signals, a second relay magnet for continuously con trolling the current to the other element of each set of signals, and a third relay magnet for denergizing the second relay magnet and shunting 4 the current from one continuously-controlled signal element to the other when the first mentioned magnet and the first mentioned relay are not energized.

7. In an automatic signal, the combination with a railway track having blocks or sections, and third rails electrically-connested to said blocks or sections, of a car having two sets of signals, each set `comprising two elements, an electric circuit. a relay magnet for temporarily controlling the current to one element of each set of signals, two relay magnets for continuously controlling the current to the other element of each set of signals. one ot' the latter magnets being energized through the closing of the circuit through the other of said latter magnets. and a relay magnet for denergizsignals, an electric circuit having two branches, said signals being in said circuit, one in each branch thereof. two relay magnets, an armature operated by one relay magnet to shunt the current through one of said branches to one of said signals, the other of said magnets being thereby energized tohold said armature,y after the first mentioned relay magnet is denergized, and a third relay magnet for denergizing the other of said two relay magnets to allow said armature to shunt the current through the other of said branches, and means for energizing said third relay magnet.

9. An automatic signal comprising two signals, an electric circuit having two branches,"said signals being in said circuit,

said branches to'one of saidsignals, the other of said magnets being thereby enerlos gized 'to hold said armature after the rst mentioned relay magnet is denergized, and a third' relay magnet for denergzing'the other of said two relay magnets to allow said armature to' shunt the current through the other of said branches, two additional signals, and a fourth relay magnet for shunting the current from one of the last mentioned signals to the other, said third l1li) relay magnet being energized when the specification in the presence of two sub.

sorbing Witnesses.

CARL L. POOL.

Witnesses:

J'. NOTA MCGILL, FRANCIS S. MAGUIRE. 

